A flight director gives pilots visual cues to follow by hand-flying the airplane to reach a desired roll and pitch attitude. The flight director components are the flight director indicator (FDI) and a control panel.

It is very important to keep in mind that this model of Flight Director functions completely separate from the autopilot. The flight director can be set in one mode and the autopilot in a different mode. This is a common source of confusion with flight simulator pilots when introduced to this system.

To fly the aircraft with the command bars armed, the pilot changes the flight director to the desired mode, then hand flies the airplane until the top of the orange airplane symbol touches the bottom of the pitch and bank command bars. The command bars move up for a climb or down for descent, and roll left or right to provide lateral guidance. They cue for standard-rate turns to enable the pilot to reach and fly a selected heading or track. The bars also show pitch commands allowing the pilot to capture and fly an ILS glide slope, a preselected pitch attitude, or maintain a selected barometric altitude. When not using the bars, the pilot can move them out of view by switching the flight director off.

The glide slope indicator and localizer deviation indicator work as in any other instrument landing system.

The Rising Runway comes into view when a localizer frequency is set on the radio. It will then indicate deviation from the localizer. When descending through 200 feet AGL, the R ising Runway will start to rise and will meet the orange airplane symbol when touching down. The Rising Runway scale is divided into 50 foot increments.

1. GA (Go Around): Used for when executing a Go Around. The command bars provide commands for wings level and a pitch attitude of 14 degrees until the Mode Selector is changed to another position. GA mode can also be selected by clicking the “GA” icon, but you must be in either Auto Approach or Manual Glide slope mode.

2. OFF: Removes or tucks away the command bars in the FDI.

3. HDG: The command bars provide commands to fly to and maintain selected heading on the HSI’s heading bug.

4. VOR/LOC: The command bars provide commands to maintain a VOR radial or localizer course selected on the HSI.

5. AUTO APP: The command bars provide commands to maintain a localizer and glideslope. Until the localizer is captured, you will remain in HDG mode. Glide slope will be automatically captured when the glide slope beam is intercepted.

6. MAN G/S: Manual Glideslope forces capture of the localizer and glideslope even if you are not on the beam. Use this mode if above the GS and capture not likely, but not more than ½ dot above.

7. BB: Back course mode. Will cue for tracking an ILS back beam.

The Altitude Hold (ALT HOLD) switch sets the command bars to provide commands to achieve the existing altitude shown in the altitude indicator at the time the switch is used. You must have a roll mode engaged before using. When on, the ALT HOLD switch is electrically locked. It will automatically shut off when the Mode Selector is turned to OFF or on glideslope capture.

The PITCH CMD Control selects fixed pitch angle for climb or descent. It will be inoperable (INOP) if ALT HOLD is ON, if glide slope is captured, or during Go Around. Left clicking will adjust pitch in tenths of a degree, while right clicking adjusts in whole degrees.

Autopilot

The Sperry SP-77 autopilot allows control of roll and pitch via two separate channels; they can be controlled simultaneously or separately using the paddles labeled AIL and ELEV. It is important to note the autopilot acts completely independent from the flight director. The autopilot can be used in the following modes:

Manual

VOR/LOC

Auto Approach

Manual Glide Slope

In conjunction with these modes, the following submodes are available:

Control Wheel Steering

Heading Off

Heading Hold

Turbulence

Altitude Hold

Panel

Figure 3 - Autopilot Panel

1. Autopilot System Select Switch

The 737-200 has three hydraulic systems: A, B, and Standby. This switch selects the hydraulic system the autopilot and yaw damper uses. The ELEV channel only works when system B is selected. The AIL channel works with either mode.

2. Autopilot Mode Selector

MAN (Manual Mode) – This mode activates Control Wheel Steering (CWS) which is used to maneuver the airplane with either or both channels engaged. CWS basically functions as an auto trim.

When in MAN mode:

ALT HOLD or TURB is selectable

HDG SEL or HDG OFF is selectable.

VOR LOC (VOR/LOC Mode) – Used to automatically intercept the selected radio course; either a VOR radial, or the localizer part of an instrument landing system:

HDG SEL or CWS is used to achieve the intercept heading, but CWS provides the pilot with more flexibility to compensate for simulator’s non-optimal VOR radial intercept routines

Use the heading and course bugs in the Heading Selector Indicator to select heading and course

You can use roll commands can to manually capture the VOR radial or ILS localizer, if you’re not using HDG SEL

The aileron (roll) channel may be operated independently of the pitch channel in the MAN or VOR LOC modes of operation.

The Mode Selector must be in MAN

Will not engage if force is being applied to the control wheel.

5. Autopilot Pitch Mode Selector

TURB (Turbulence) – Decreases pitch attitude and rate gains.

Bank angle is limited to 8 degrees in VOR LOC mode

CWS, HDG SEL, HDG HOLD, and VOR modes are available

Deselected by manually positioning switch to OFF.

OFF – Pitch Attitude hold or glide slope engaged.

Spring-loaded to OFF at glide slope engagement

Spring-loaded to OFF if force greater than high detent level is exerted.

ALT HOLD (Altitude Hold) – Pitch reference is to pressure altitude.

6. Autopilot Elevator (PITCH) Engage Switch

The elevator (pitch) channel may be operated independently of the roll channel in the MAN mode only. CWS will auto trim the airplane to keep the selected pitch.

Indicators

Figure 4 - Autopilot Disengage Light

Figure 5 - Stabilizer Out Of Trim Light (amber)

The autopilot uses the Disengage Light and Stabilizer Out of Trim Light indicator to alert the pilot of unusual circumstances.

1. Autopilot Disengaged Light (red)

This is the autopilot disengaged warning light, and it will come on each time the autopilot is disconnected. Just push the light, re-engage the autopilot, or press the Z key or programmed joystick button a second time to cancel the warning.

2. Stabilizer Out Of Trim Light (amber)

Functions only with the Autopilot Elevator Engage Switch ENGAGED.

ILLUMINATED – The stabilizer is out-of-trim for the condition required by the autopilot. It’s normal for it to come on when a pitch mode is first engage or during heavy autopilot trimming.Approach Progress Display (APD)

Figure 6 - APD-1

Figure 8 - APD-3

Figure 7 - APD-2

On the main panel just above the altimeter is the APD, or Approach Progress Display. These lights display the status of your approach. The APD is divided into two columns – the left for the flight director and the right for the autopilot. Amber means that a mode is armed, and green means it is captured. In the above examples, figure 6 shows the flight director has the VOR/LOC armed, and the autopilot has the VOR/LOC and GS armed. Figure 7 shows that both the flight director and autopilot have captured VOR/LOC, but GS is still armed. Figure 8 shows both flight director and autopilot have VOR/LOC and GS armed. It’s important that these two columns of lights match each other, although it is normal for the flight director and autopilot to capture at slightly different times.

The APD lights can be tested by pushing on either column. The left side tests the amber lights, and the right side tests the green.

Each engine is controlled by two FADECs which are designated as FADEC A and B. Each FADEC receives signals from the Control Pedestal and from the Powerplant Control Panel and sends a signal to the FPMU torque motor which meters the fuel flow to the engines to reach the fan spool speed calculated by the FADEC.

ENGINE STARTEngine start is initiated by turning the Start/Stop button to the START position (remember right clicking on the cover to open that allowing access to the knob). The FADEC is responsible for the automatic engine startup and completing the startup cycle.

ENGINE SHUTDOWNEngine shutdown is initiated by using the Engine Start/Stop knob with the Thrust Lever positioned at IDLE (users with throttle control, make sure the throttle is calibrated otherwise hit F1 to bring the engines to complete idle)

Alternate takeoff mode is selected through Takeoff Data Setting procedure. If the Thrust Levers are positioned at THRUST SET (F4 or move your throttle to it’s maximum position), FADEC will command the maximum N1 associated with the selected mode.

This function is provided in order to enable the pilot to input reference data into the FADEC prior to takeoff. This data will be used to calculate N1TARGET during takeoff.

The following data has to be input:
– Takeoff mode: T/O-1 or ALT T/O 1
– Reference takeoff temperature: which corresponds to SAT
– Reference takeoff Anti-Ice: which will allow the FADEC to consider this condition to calculate N1TARGET

The takeoff data setting is performed by the Takeoff Data Setting controls (SET and STORE) on the overhead.

The procedure is the following (engine must be running):
– After pressing the STORE button on the MFD an arrow will point to T/O MOED line. By using the SET control the takeoff mode can be changed to ALT T/O 1 mode
– By pressing the STORE button again the arrow will point to the REF TO TEMP line which can be adjusted by the SET knob.
– By the third pressing of the STORE button will allow the pilot to select the REF-A-ICE line and adjust it by using the SET knob.
– The forth pressing of the STORE will allow the FADEC to calculate the N1TARGET value.

FADEC - Takeoff Data Setting

Automatic Takeoff Thrust Control System (ATTCS):During a takeoff if an engine fails the ATTCS automatically resets thrust on the remaining engine from alternate takeoff thrust to maximum takeoff thrust.